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Hi Troy, since you're doing a turbo motor, don't worry about the head other than cleaning up the short side radius in the intake port, a little blend is all thats needed. It's a turbo motor, the air gets pushed in, and any teeeenie weeeenie incremental increases in CFM at the lifts and durations you should be using (read STOCK cam) are unimportant, since it's a turbo motor. Pistons, well you saw the pictures I think, and some of resonses, oh well. You're on the right track with the forged J&E, that's what I use in any real performance SAAB engines I do, except the 2 I used Ford Sierra Cosworth Pistons in. SAAB is 90mm bore w 24mm pin w40mm compression height cast Mahle, Cossie is 90.8mm bore w24mm pin with 40.5mm compression ht Forged Mahle. A little zip across the crown and in it goes!
BTW I have both J&E and Mahle in stock at 90.8.
Rods: the rods are fine, get the later ones with the fine thread bolts w the12 point nuts and you're set. Measure the big end bore and if it's in spec and you know that the set IS A SET, leave them alone. The weight and balance is fine. Length is fine, better that Cossies 128.5mm c-c.
Crank and flywheel: the Cossie crank is much lighter, the exact difference escapes me but that is one of the biggest differences between the two motors. If you really want to spend a lot of money then sure carve it up and lighten the flywhheel. But what are you going to do for grip? Some of the swung mass is helpfull for grip, not just balance.
Gasket: we've all seen the weeping coolant crusty smegma stuff between the head and block,especially on the exhaust side, so I'd say consider head studs rather than bolts. When building the Cossie I was told that if the rules allowed it, go to studs when putting togeather a 320-330hp motor.
Since, as you might guess, SAAB and Fords head gaskets come from the same people, and everything else is virtually the same, this is probably good advice. Nobody officially does studs for SAAB, but if you're interested, I'll sniff around a bit.
Turbo: this is where it gets interesting. Want a 290 ft/lb mid range, you want the turbo and wastegate actuator from a Sierra Cosworth, the big deal is really the turbine housing .48 for quick spool up AND a 64mm exit for the gas (that's 40% more area over the stock hole).And the waste gate port is also way bigger,too. With this unit, a beeeeeg fat intercooler, no blow off or hooter valve, the right injectors, you can make an easy 20% more power than my factory sources say the gearbox housing can stand. Easy.
To review, forged pistons, the right rod bolts, Cossie turbo+9000 intercooler, the right injectors, (don't forget the right spark plug heat range, don't hear much talk about that. try starting with something in the range of a NGK BP9 ES. Yes 9. Foul that, then try a set of 8s)
A big oil cooler would be smart. Go look at 2nd Gen RX-7s. And then use that little joke of a cooler SAAB uses for a gearbox oil cooler. Then call me about a proper LSD.
BTW, in the diff broadsides or whatever(one can hardly call assertion and counter-assertion of opinions discussion, particularly when the participants have absolutly no clue what they're talking about or at best only a vauge , foggy feeling) people keep saying "if you're spinning both wheels..." Does anybody remember AUDIs adverts where the showed why splitting the power to 4 wheels was better, each wheel have less power to deal with was therefore less likly to spin. Same with real LSDs, power goes to 2 wheels all the time and the diff allows differentiation when there is a turning difference that warrants it. TWO wheels Gripping is the idea folks, not spinning. And when I say this ain't discussion, I say that because in a discusion if I asked "Why would SAAB sell ZF LSDs...?" not a single person tried to address that question the discusion would grind to a halt.
If you want, Troy send me an email and we can talk.
, Tue, 13 Feb 2001 15:47:22, Tue, 13 Feb 2001 16:06:33
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